Territory



* I UNrrEn STA'EEs PATENT O'E IGE.

GEORGE WiHANNER, or HOLBROOK, ARIZONA TERRITORY.

. RAILWAY-SWITCH.

SPECIFICATION forming part'of Letters Patent No. ol8,7 55,'dated April 24,- 1894.

Application filed May 2. 1892. Renewed May 24, 1893- Serial No. 475,383. (NdmodeL) To all whom it may concern..-

Be it known that I, GEORGE W. HANNER, a citizen of the United States, residing at Holbrook, in the county of Apache and Territory of Arizona, have invented certain new and useful Improvements in Railway- Switches; and I do declare the following to be afull, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same, reference being had to the accompanying drawings, and to the letters 'of reference marked thereon,which form a part of this specification.

Figure 1 represents a plan view of a section of a railway track embodying my invention. Fig. 2 is a transverse verticalsection thereof showing the switch-lever and its connections.

The invention consists in the following construction and combination of parts, which will be first fully set forth and describedand the features of novelty then pointed out in the claims. p

In the drawings-A represents the main line of atrack, and B the siding. The pivotal points 0 of theswitch areconnected by aswitch-rod D. 'E is the main hand switch-operating lever pivoted atF to'a switch-stand G. This switchstand has a slotted plate H within which the lever E reciprocates, and is further provided with a pivoted locking plate L-by means of which .the switch maybe set to the main line and lockedin that position. I A

J is the main switch-operating'shaft which is hung in suitable bearings and hangs parallel to the main line.v 1

K represents aseries of crank-arms formed on the shaft J so as to effect a series of reciprocating or oscillating movements.

L represents the connecting link pivoted to the switch-lever E and to a crank-arm K on the shaft J, so as to oscillate the latter.

M is a track-lever pivoted within the track, so that under certain conditions it will lie in the path of andbe operated by-the wheelflanges of a train uponthe main track. N is the switch-rod of this track lever M and it is connected thereto by a yielding spring-conmotion 0, for a purpose hereinafter to be explained. I

P is a plate rigidly connected to the track lever M and moving therewith.

Q is a platepivotally connected to the plate 1? and having vertical ears pierced with holes in an axial line, through which passes the switch-rod N, the latter having a limited endwise play therein. This latter movement is secured by a coiled spring R surrounding the rod N and placed, between the vertical ears, one end of said spring being secured to the rod N, so that the spring is compressed by an outward pull of the rod N.

;S is the link-rod connected to the crank K at one end and to the switch-rod D at the other.

.T is'another track lever rail located upon the opposite side of the switch-point O on the main line and arranged to be actuated by the wheel-flanges of the car.

U is a derailing' switch-rail forming a portion of theitrack of the siding B. V is a linkconnection. between the track lever T and the derailing switch-rail U.

W isa link-rod connected with the lever T and rail U at oneend and with a crankrarm K on the main operating-shaft'J.

X represents the usual signal-stand of a switch, carrying a rotary signal-shaft, and signals Y thereon. 1

' Z is the link-rod connection'connecting the switch-lever E with the signal-shaft in the usual manner.

It should be understood thatthe switchi I points 0, the track levers M and T, and the siding switch-rail U are all connected together and move in unison. Normally the switch is set'for the main line and the siding switch a rail U is set out of line with the'track so that line switchsuch, for instance, as the brakes being accidentally let 0E, and the cars started tact between them and the wheels of a train passing along the main line. When however it is desired to set the switch from themain line to the siding, thehand switch-lever E is unlocked and said handlever pulled outwardly thereby oscillating the main shaft J and throwing the switch-points O to the sidiany cars which maybe uponthe siding, if moved by accident or design toward the main too ing, the siding switch-rail U in' line with the track-rail and the track levers M and '1 outwardly against the inner sides of the main line rail. Provision is made against the switch-lever being locked when the switch is set for siding. In such position the passage of a train along the main line will cause its wheels to act upon the track-levers M or T and throw the switch to the main line, the spring R being compressed to permit the track levers to open yieldingly, and neutralizing, in a measure, the otherwise sudden movement and shock of the moving parts.

Should by any accident the switch be left open, or remain in that position, a train approaching from either direction will strike one of the track lever rails on the main line and close the switch. It is normally true to the main line.

My invention may be applied to any form of switch and the different parts may be made of any suitable material and dimensions. The distances and relations of the various parts of my invention may be varied to suit the 10- calities in which they may be placed.

I claim- 1. In an automatic safety railway switch,

the combination of a main track, a siding, a

switch connecting the two, aswitch rod therefor, a track lever pivoted within the rails of the main track, a switch-rod therefor, aspring connection between the track-lever and the latter switch-rod, a second track-lever within the main track rails on the opposite side of the switch, a switch rod therefor, a car derailing switch in the siding, a rod connecting the latter switch and the trackJeVer, and a main operating shaft along the track, the several switch rods being connected thereto for simultaneous operation.

2. In an automatic safety railway-switch, the combination of a main switch, two track levers one on each side thereof, a car-derailing switch connected to one of the track-levers, and a spring switch-rod connected to the other, said switch-rods being connectedfor simultaneous operation.

In testimony whereof I aifix my signature in presence of two witnesses.

GEORGE W. HANNER.

Witnesses:

MILT KATZENBERG, F. J. WATTRON. 

